Car side bearing.



Patented Feb. 26, l90l. F- G. SUSEMIHL &. A. TORREY.

BAR SIDE BEARING.

(Application filed May 10. 1900.)

3 Shaats8heet L (No Model.)

No. 668,697. Patented Feb. 26, 1901.

. F. a. SUSEMIHL & A. TORREY.

CAR SIDE BEARING.

(Application filed m 'fio, 1900.

(No Model.) 3 Sheets-Sheet 2.

liiillulh imi 1% 1mm u WHMIII! Patented Feb. 26, l90l.

3 Sheets-Sheet 3.

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F. G. SUSEMIHL &. A. TORREY. CAR SIDE BEARING. ("0 "Man (Applicationnle'a May 10, 1900.

i nsrrn n STATES ATENT OFFICE.

FRANCIS G. SUSEMIHL AND AUGUSTUS TORREY, OF DETROIT, MICHIGAN.

CAR SIDE BEARING.

SPECIFICATION forming part of Letters Patent No. 668,697, dated February26, 190i. Application filed May 10, 1900. $erial No. 16,214. or; model.)

To all whom it may concern.-

Be it known that we, FRAN 01s G. SUSEMIHL, residing at 496Fourteenthavenue, and AU- GU STUS TORREY, residing at 174 Henry street, Detroit,in the county of Wayne and State of Michigan, citizens of the UnitedStates, have invented certain new and useful Improvements in Car SideBearings, of which the following is a specification.

Our invention relates to certain new and usefulim provements in sidebearings for cars; and its objects are to reduce the friction betweenthe car-body and the truck when the car moves around a curve in thetrack by providing a roller-bearing between the car and the truck andmeans automatically operated for maintaining the bearing in properrelation to the car and bolster-plates; and another object ofthis-invention is to provide a rollerbearing of novel construction to bearranged between the car and bolster-plates and operated so that it willmove in the arc of a circle and automatically assume a proper positionbetween said plates.

With these and other ends in view the invention consists in the peculiarconstruction and arrangement of parts hereinafter described,and shown inthe accompanying drawings, in which Figure 1 is a top plan view of theimproved side bearing, showing the operative parts in broken lines. Fig.2 is a similar view showing the position of the parts when the car isturning a curve in the track. Fig. 3 is a sectional view on the line 3 3of Fig. 1. Fig. 4 is a front elevation. Fig. 5 is a top plan View of thebolster-plate, showing the roller-car- 'riage arranged thereon. Figs. 6and 7 illustrate a modified form of our invention.

Referring to the drawings, in which like letters of reference denotecorresponding parts in all of the figures, A designates thebolsterplate, and B the car-plate, both of these plates being secured totheir respective parts in any suitable manner and arranged directly oneabove the other. The car-plate is provided with downwardly and inwardlyturned parallel curved flanges 0, extending entirely across the platefrom end to end thereof and adapted to form a support for theguide-flanges D on the roller-carriage F, which operate in the guidewaysin grooves d. This carriage F is of skeleton form and curvedlongitudinally to correspond with theguide-tlauges O,the curvature beingof segmental character, so as to maintain the same relation between thecar and bolster-plates when the car is turning a curve in the track aswhen the car is traveling on a straight track. In order to furtherprovide for maintaining such relation be tween the car and bolster andfor moving the carriage in a segmental are, we make thesupporting-rollers G of conical shape with trunnions g at their endsjournaled in bearings in the carriage and arranged to travel on aninclined face or track H on the bolster-plate. The plates A and B arerigidly secured to the car and bolster, respectively, and the carriageoperates freely between them.

To provide a positive movement for the carriage, we have heretoforeemployed a vertically-suspended coupling-bar connected at itsupper endwith the car-plate and having its lower end arranged to operate in arecess in the bolstei plate and connected at or about its middle withthe carriage. invention instead of the vertically-suspended coupling-barwe use a horizontal couplingbar J, provided with rounded headsj and j atits ends and pivotally secured at the middle of the carriage by means ofa headed pin K, passing through the bar and the upper side L and lowerside M of the carriage. The ends of the coupling-bar project from thesides of the carriage a suitable distance and are arranged to operate insockets or recesses provided for them between the shoulders 7.: k on thebolster-plate and the corresponding shoulders 70 k on the opposite sideof the carplate. As is clearly shown in the drawings, the extreme lengthof these sockets is greater than the diameter of the rounded ends of thecoupling-bar, and the sockets are widened or cut away at each corner ofthe ends nearest to the roller-carriage F. This construction permits ofa sliding engagement between the rounded ends of the bar and the socketson the car-plate and truck-plate, respectively,

when the distances between the center of the carriage and the pockets inthe car-plate and truck-plate are increased by the movement of one plateupon the other when a car is turning a curve, as clearly shown bycomparing Figs. 1 and 2. This construction therefore In the present alsoenables us to use a flat one-piece bar, as distinguished from double ortelescoping bars, in which one part is connected with the truckplate andanother part with the car-plate in sucha manner that the different partsof the bar slide upon one another as the length of the compound bar soformed is diminished or increased by the movement of the plates uponeach other.

The operation is such that when a car travels around a curve in thetrack the carplate and the bolster-plate will move in oppositedirections, so as to swing the horizontal coupling-bar on its pivot, andthereby move the carriage into position for maintaining a properrelation between the two plates. By using the horizontal coupling-bar weavoid a great deal of the strain to which the vertically-suspendedcoupling-bar is subject, and this horizontal bar is adapted to operatemore easily and with greater freedom than the vertical bar to adjust thecarriage in accordance with the movement of the car, and at the sametime it does not require so much space as the vertical bar. The relationof the parts is such that the headed ends of the couplingbar willoperate freely and easily in the sockets formed between the shoulders onthe plates without being drawn therefrom. While the movement of theplates operates to move the carriage and rollers, the coupling-barserves to govern and control the movement of the carriage and holds italways in proper position.

The construction herein shown, like that of our former patent, No.545,256, provides for supporting the coupling-bar from the carplate whenthe car-body is removed from the trucks, but in a horizontal instead ofvertical position. By using the horizontal bar we are also enabled tosecure a better and freer adjustment and movement of the carriage in thearc of a circle to correspond with the movement of the car and thetrucks with relation to each other than can be obtained with thevertically-suspended bar.

In Figs. (3 and 7 we have shown a modified construction of our improvedbearing, in which the horizontal bar is pivoted at one end by ascrew-pin K. In these two figures We have shown the bar pivotallysecured at its inner end to the car-plate B and its other end 7"constructed as in the other figures and arranged to operate between theshoulders 70 on the bolster-plate. The bar is provided with an enlargedcircular portion S between the two ends, which operates between theguides s on the carriage, so that the bar will move the carriage asbefore in accordance with the movement of the plates. In thisconstruction the bar is pivoted at one end to one of the plates insteadof being pivoted to the carriage; but the operation is to all intentsand purposes substantially the same.

Having thus fully described our invention,

what we claim, and desire to secure by Letters Patent, is

1. In a side bearing for cars, the combination with a car-plate and abolster-plate, of a roller-carriage supported and adapted to opera tebetween said plates, and a horizontallyarranged one-piece coupling-barconnected with said carriage for controlling the movement thereof,substantially as described.

2. In a side bearing for cars, the combination with a car-plate and abolster-plate, of a roller-carriage arranged between said plates and ahorizontal onepiece coupling-bar connected with the carriage and adaptedto be operated by the movement of the plates, substantially asdescribed.

In a side bearing for cars, the combination with a car-plate and abolster-plate, of a roller-carriageinterposed between said plates, and ahorizontal one-piece coupling-bar pivoted to the carriage between therollers carried thereby and adapted to be operated by the movement ofsaid plates, substantially as described.

4. In a side bearing for cars, the combination with a car-plate and abolster-plate, one of which is provided with a socket, of arollercarriage arranged and adapted to operate between said plates, anda horizontal one-piece coupling-barconnected with said carriage andhaving one end arranged in said socket and its other end connected withthe other plate and adapted to be operated by the movement of theplates, substantially as described.

5. In a side bearing for cars, the combina tion with a bolster-plateprovided with upwardly-projecting shoulders on its upper face to form asocket, and a car-plate provided with depending shoulders on itsopposing face I to form a socket, of a roller-carriage arranged andadapted to operate between said plates and a horizontal one-piececoupling-bar pivotally connected with said carriage and having its endsengagedin said sockets, substantially as described.

6. In a roller-bearing comprising upper and lower bearing-plates and aroller-carriage between said plates, the combination of a fiatcoupling-bar pivoted to said carriage and slidingly and rotativelyengaged with both of said plates, substantially as described.

7. In a roller-bearing comprising upperand lower bearing-plates and aroller-carriage between said plates, the combination of a flatcoupling-bar pivoted to one of said bearingplates and slidingly androtatively engaged with the carriage and with the other bearingplate,substantially as described.

FRANCIS G. SUSEMIHL. AUGUSTUS TORREY.

Witnesses:

GEO. L. NAnoLLEoK, WM. V. BUTLER.

